Lubricating system for internal-combustion engines



Oct. 9, 1928.

F. E. L ONAS LUBRICATING SYSTEM FOR INTERNAL CDIBUSTION ENGINES Filed-;-Sep t- 26,-. 1925 i5 Sheets-Sheet Y W v lNVENTOR Oct 9, 192s. 1,686,824

F. E. LONAS LUBRICATING SYSTEM FOR INTERNAL COMBUSTION ENGINES Filed S67!- 25, 1925 6 Sheets-Sheet 2 XNVENTOR ATI'ORNE Oct. 9, 1928.

F. E. LONAS' LUBRICATING SYSTEM FOR'INTERNAL COMBUSTION ENGINES Filed Sept. 26. 1925 3 Sheets-Sheet 3 INVENTOR flunk f [071 A'I TORNE Itatented Get. 9, 1928.

UNITED STATES I FRANK E. LONAS, OF NEW YORK, N. Y.

LUBRICATING SYSTEM FOR INTERNAL-COMBUSTION ENGINES.

Application filed September 26, 1925. Serial No 58,770.

This invention relates tointernal combustion engines and particularly to an improved system of lubrication tor the several rotary and reciprocating parts of the engine; and the object of the invention is to provide a System of lubrication contained entirely within the cylinder structure and the crank case thereof, the system being of the pressure teed type with pipes or passagesformed integral or mounted in connection with the cylinder structure for directing the oil from a pump or other pressure element to the several bearings and moving parts; a further object be ing to provide a settling chamber into and through which the lubricating .oil is first passed from the pressure element, said chamber being provided with means whereby a quantity of oil is stored therein to facilitate the quick feed of oil to the working parts in the initial starting of the engine; a further object being to provide supplemental storage means for storing excess supply of lubricant with automatically actuated means for pro: viding a replenishing feed to the oil in the crank case and directly to the feed line of the supplyto the working-parts, whereby a substantially constant level of lubricating oil is maintained in the crank case; and further whereby the lubricating properties of the oil may be maintained for an indefinite'period of time; a further object being to provide large straining surfaces for. straining the oil after it has been used for the lubrication ot the parts, and prior to its reuse in the operation 0]": the engine; a still further object being to provide a lubricating system in which all or substantially all of the lubricating pipes or passages are exposed to the cooling water of the engine prior to the passage of the Oil to the working parts, whereby the oil may be supplied to the working parts at a temperature substantially equal to that of the temperature of the water, thus mains taining to a greater degree the lubricating properties of the oil and facilitating the use of proper grades of oil for the working parts of the engine through all seasons and regardless of atmospheric temperatures; and with these and other objects in view, the invention consists in a lubricating 'ystem of the .class and for the purpose specified, which is simple in construction and operation and efiicient in use and which is constructed as herein after described and claimed.

The invention is fully disclosed in the fol lowing specification, of which the accoms panying drawing forms a part, in which the separate parts of my improvement are designated by suitable reference characters in each of the views, and in which :7

Fig. lisa side view of an engine with parts of the construction broken away and in section and showing my improved lubricating system.

Fig. 2 is a partialttransverse section on the line 2 20f Fig. 1 on an enlarged'scale and with parts of the construction broken away.

Fig. 3 is a section on the line 3- -3 of Fig. 1

on an enlarged scale with part of the construction broken away; and,

Fig. 4 is a transverse sectional view through the centrol part of the crank case portion of the engine, showing a modification. f

For the purpose of illustrating one use of my improved lubricating system, I have shown in the accompanying drawings what is known as a sleeve valve engine, the specific structure of which is shown, described and claimed in a copending application, Serial No, 54,202, filed September 3,1925; In the drawing, 5 represents the main cylinder 7 structure having spaced outer and inner walls 6 and 7 with'a water jacket 8 there.- between and with intake and exhaust manifolds 9 and 10 positioned within the water jacket 8 in spaced relation andas an integral part of the inner wall 7. The cylinder proper 11 is mounted within and in spaced relation to the wall 7 and'the sleeve valve 12 reciprocates in the space between the wall 7 and the cylinder proper.

A cylinder cover 13 is mounted upon the main cylinder structure 5 and contains a water chamber 14 which is in communication with the jacket/8 and within the cover 13 and above the top of the main cylinder strum above and are formed integral with the cylinder structure. The shafts l6 and 17 are adapted to operate the sleeve valve 12, or a num ber of such valves, through connecting means 20 in the manner of other engines of this class.

At 21, T have shown the crank case which is mounted in connection with the main cylinder structure 5 and at 22 is shown the usual crank shaft of the engine on the cranks of which the connecting rods 28 of the pistons are mounted. It will be noted that the water jacket 8 extends downwardly around t .e crank case portion of the cylinder 5 as seen. at 25 whereby the cooling water of he engine may be exposed to supplemental. lubricating oil stor e chambers 26 and 27 disposed the opposite sides of the cylinder structure and formed integral therewith as clearly seen in Fig. 2 of the drawing. The chambers 26'and 27 are separate and are each provided with iil 1g apertures closed by plugs 28, one of which is seen in Fig. 2 of the drawing, the chambers being preferably provided with elongated screens 29 to strain the oil passed into said chambers, the other plugs 30 being provided to drain the chamber at will, one of said plugs being shown in Fig. 2 of the drawing. Float levels 8i may also'be employed for the separate chambers, one of said levels being seen in Fig. l of the'drawing.

In the construct-ion shown,the engine employs two carburetors 32 one at each side of the engine, one of the carbureters being shown in Fig. l of the drawing and the other in Fig.

. 2 and coupled-with the butterfly valve operating means of each carbureter is a link and lever construction for actuating a needle valve 34 which passes through a plug at the top of each chamber 26-27 and enters and is operatable in a valve plug 36 at the bottom of each chamber, said plugs having passages i which open into said chambers and communicate with passages 38 in the cylinder structure which open into the crank case 21, see Fig. 2 of the drawing. The taper on the needle valves 34 serves to control the feed, and means 89 in the form of a turn buckle is provided to adjust the needle valves to the suitable positions inorder to maintain a pro-- determined flow of lubricating oil. under operating conditions. 7 s

The crank case 21 tapers downwardly to the center thereof as seen in 1 of the drawing and a large screening 40 is provided for straining the oil which drops into the crank case prior to its passage into a chamber 41 below the screen, said chamber opening into a feed chamber 42 formed within the crank case through ports 48 and a feed pipe 44 communicates with the chamber 42 through a strainer 45, note Fig. 1 of the drawing. The pipe 44 leads to a pump or other pressure element for feeding the oil to the several working parts of the engine under pressure, the pump 46 being driven from a gear or pinion 47011 the crank shaft of'the engine, meshing with a gear 48 coupled with the pump shaft as seen at 49, Fig. 3 of the drawing, the gear 48 bc-- ing mounted on a vertical shaft 50 which also operates the crank shafts 16 and 1'? through a gear 51 on the shaft 50, and gears 52 and '53 on the shafts 16 and 17 respectively, and the fan shaft 54 is also driven through the shaft v the chambers 26 and 27, the communication being formed by a pipe 61 which couples directly with the pipe or passage 59 and opens into the top of the chamber 60 whereby the oil from the pump passes first into the chamber, 60 and from said chamber through the system. A drainplug 62 is provided the bottom of the chamber 60 for draining the oil or sediment from said chamber at will.

The oil, after passing into the chamber 60 from the pump 46 in the operation of the engine, is directed through the system by first entering an extension 63 at the top of the chamber 60, see Fig. 1,-and thus through a iorizontal pipe 64 and averticalpipe 65. The v pipe 64 extends longitudinally of the engine and through the water acket 8 at on side of the cylinder proper 11, note Fig. 2 of the drawing, and coupled with this pipe'arc a number of depending pipes 64 which lead and open directly into all of the bearings of the crank shaft 22.

Thevertical pipe 65 is connected at its up per end with a coupling 67 formed integral with the main cylinder structure 5, see 3 of the drawing, and communicating with this coupling is a pipe or pipes 68 which extend to the opposite sides of the engine an d longitudinally thereof and are exposed to the water jacket 8, note 2 of the drawing- These pipes also pass through the bearing blocks 18 and 19 for the shafts'iG and 17, and the bear ings for said shafts in'said blocks are lubricated by holes 69 drilled through the bearing plug 70, note Fig. 3 of the drawing. The oil fed to the front end bearing blocks 18 and 19 may also pass through ports 71 formed in said shafts and opening into annular grooves or chambers 72 around the shafts 16 and 17 where the gears 52 and 53 are mounted there on and out through radial apertures 73 "formed in both of said gears to lubricate said gears as well as the gear. 51. From the foregoing, it will be apparent that the oil from the pump 4C6 after it has passed into the chamber and from this point to the point of supply direct to the parts to be lubricated, is exposed to the cooling water of the engine in its passage through the pipes G l and as well as the pipes 68 and 64l ,thus maintaining the lubricating oil at a temperature substantially equal to that of the temperature or the cooling water. Further, the oil discharged i rom the bearings and through the working parts for return to the crank case, passes around the cooled cylinder walls through the passage 66'and a similar passage 66 provided at the opposite end of the motor or downwardly around the sleeve valves and through passages 7 4 which also open into the crank case structure indirectly, one of said passages being shown in Fig. 1 of the drawing, the oil passing into and around said sleeve valves through ports 7 in the top crossheads of said valves, the oil coming from the drip or surplus of the supply fed to the. bearings for the shafts 16 and 17. The pistons and connecting rod bearings are supplied with lubrication in the splash by the overflow of the main bearings as will be apparent.

I also preferably provide a communication between one of the passages 38 and the feed pipe 44. by means of a pipe 76 whereby in addition to replenishing the oil supplied to the crank case 21 from the auxiliary or supplemental suppl chambers 2627, a direct supply of fresh oil may be passedtrom one of these chambers for example the chamber 26, directly into the feed pipe a l whereby a small supply of fresh lubricating oil is constantly directed to all of the bearings or working parts, thus maintaining a high standard of lubricating properties to the oil in all operating conditions.

It will. be understood that the principle of my improved system resides in providing in the supplemental storage chambers 26 and 27, an excess supply of lubricating oil, and the communication between the chambers 26 and 27 separately with the crankcase 21 is normally shut oil? when the engine is not in operation, and after the engine has started through the operation of 'the throttle or butterfly valve of the carbureters, the needle valves 3d are raised, permitting a small amount of the oil to drop by gravity into the crank case to maintain a substantially fixed level of oil in the crank case by replenishing the consumed oil in the engine opburned up or action to suck or draw oil from one of the chambers 2627 whereby a supply of fresh oil from the reserve storage is introduced directly into the oil drawn from the crank case.

With my improved system, I maintain that the lubricating properties or values of the oil may be kept at a substantially high degree for an indefinite period of time'without changing the oil in the crank case, in that a constant supply of fresh oil is provided, not only to the crank case but directly to the supply to the working parts,and further by reason of ture to the temperature of the cooling water, thus preserving and maintaining the lubricating properties of the-oil and facilitating the use of an oil of the proper standard in all operating conditions of the engine. It wi be understood that the oil is maintained in the chambers 26 and 27 at substantially a llXGCl level by inserting the new oil into said chambers whenever replenishing is necessary. The crank case may be initially filled through any suitable means in the usual manner, and the desired level of oil may be maintained in the crank case 21 by the provision of a. pet-cock 77, note Fig. 1, or any other means. 1

It will be understood that the primary function oi the settling and feed chamber 60 is to provide a storage for the lubricating oil between the pump and the feed tubes or pipes whereby substantially instantaneous feed of oil to the working parts may be provided when the engineis started. It will also be understood that the needle valves 3% which are actuated by the throttle or butterfly val e of the carbureters operate to increase the replenishing supply of oil to the crank case as the speed of the motor is increased, it being apparent that this. replenishing supply at any stage is but slight and is adjusted to compensate for the loss orconsumption of the lubricating oil.

In Fig. l of the drawing is shown modilied form of construction for auton'iatically and positively maintaining a lined level of oil-in the crank case. In this term or construction, the strainer 45 and the pipe 14 are positioned at one side of the crank case cen-' trally thereof as well as the housing l2. Positioned at one side of thehousing 42 1S a supplemental housing 78 for a plunger float 79 movably mounted in said housing, and Oll the fact that the lubricating oil is, maintained at substantially an equal temperais admitted into the housing 78 through an aperture at thelower'end thereof whereby the level of oil in the housing will be the same as in the crank case.

In the constructionshown in Fig. i, I connect with both of the discharge passages 38 leading tromthe auxiliary storage chainbers 26 and 2'? by way of the needle valves 34E, pipes 81 and which are coupled together as seen at 83 and are in communication with a coupling block or union 8% as seen at 85, the block 8% and pipes c1 and 82 being positioned beneath one of the bearings of the crank shaft in order not to interfere in any way with the throw of the cranks. Coupled with the block 8% is a pipe which is also in comunication with the pipe 44-, and another pipe .8? is coupled with the block 8% and extends downwardly into the oil with in the crank case 21 and below the normal level of oil therein. T he float 79 is provided with a rod which extends upwardly through a plug 88 in the block 84rand is provided within the chamber of the block with a ball. valve adapted to seat upon the plug 6%) and also to form a seat and closure for the comi unication of the pipes 81 and 82 with the block 84 asat 85.

With the form 01 construction shown in Fig. l of the drawing, it will be understood that when the engine is in operation, oil will drop by gravity from the auxiliary chambers 26 and 27 into the chamber within the block 84-,

and pass from said chamber into the pipe 44 and also into the crank case 21 when the level of oil is at the desired point or when the oil is below the desired level and the feed of oil to the crank case will raise the level of oil to the desired point. In the event oi a tendency to flood the crank case with oil due to the auxiliary supply which is constant when the engine is in operation, the rise in the level of oil will operate the iloat 79 to move the valve 90 into positionto stop the admission of oil into the chamber of the block 84: through the pipes 81 and 82. When the excess oil has been consumed by engine operation, the float will drop to again allow the oil from the auxiliary storage tanks 26 and 27 to pass into the crank case and directly into the feed pipe 44. With this construction, I provide positive means for maintaining a fixed level of oil' in. the crank case at all times.

It will be understood that my invention is not limited to the use of two independent auxiliary tanks 2627, it being apparent that when a single carburetor is employed, one tank disposed at one or both sides of the engine may be en'iployed, and a single admission plug 28 and float level gage 31 employed. Further, it will be apparent that I amnot necessarily limited to the specific arrangement of the supply tubes or passages herein shown and described, nor to the hearings or working parts to which they are directed, and

may be made within the scope of the appended'claims without departing from the spirit of my invention or sacrificing its advantages.

Having fully described my invention, what I claim as new and desire to secure by Letters- Patent, is u 1. A lubricating system for internal combustion engines comprising means for transmitting lubricating oil from the crank case of the engine to the working parts underpres sure, an auxiliary lubricating oil supply for the crank case, and means for supplying i'resh lubricating oil o the crank case and directly to the oil transmitted from the crank case to the working parts.

2. A lubricating system for internal combustion engines comprising means for transmitting lubricating oils from the crank case of the engine to the working parts under pres sure, an auxiliary lubricating oil supply for the crank case, and means for supplying iresh lubricating oil directly to the oil transmitted from the crank case to the working parts.

3. A lubricating system for internalcombustion engines comprising means for transmitting oil under pressure from the crank case of the engine to the working parts, a settling and feed chamber into which the oil is first passed prior to its transmission to the working parts, passages in communication with said chamberanddirected to the several working parts oi the engine, said chamber and passages beingeXposed to the cooling water of the engine, an auxiliary lubricating oil storage in communication with the crank case, and a valve for controlling and regu-* lating the feed of oil from said auxiliary storage to the crank case, tion.

4. A lubricating system for internal combustion engines employing two carbureters positioned at opposite sides of the engine comprising means for transmitting oil under pressure from the crank case directly to the working parts or" the engine, auxiliary lubrieating oil storage chambers at the opposite sides of the engine, each of said chambers being in communication with the crank case, and means actuated by thethrottle control mechanism 01 the carburetors for controlling the communication between the separate auxiliary chambers and the crank case. 5. A lubricating system for internal combustion engines employing two carburetors during engine opera positioned at opposite sides of the engine 7 comprising means for transmittingoil under pressure from the crank case directly to the working parts oi the engine, auxiliary lubrieating oil storage chambers at the opposite sides of the engine, each of said chambers being in comn'iunication with the crank case,

and means actuated by the throttle control mechanism ofthe carbureters for controlling the communication between the separate auxiliary chambers and the crank case, said last named means being closed when the engine is not in operation. I

6. A'lubricating system for internal combustion engines employing two carbureters positioned at opposite sides of the engine comprising means for trans'mittingoil under pressure from the crankcase directly to the working parts of the engine, auxiliary lubricating oil storage chambers at the opposite sides of the engine, each of said chambers be-' ing in communication with the crank case, means actuated by the throttle control mechanism of the carbureters for controlling the communication between the separate auxiliary chambers and the crank case, said last named means being closed when the engine is not in operation, and said means being adjustable.

7. A lubricating system for internal combustion engines employing two carbureters positioned at opposite sides of the engine comprising means for transmitting oil underpressure from the crank case directly to the working parts of the engine, auxiliary lubricating oil storage chambers at the opposite sides of the engine, each of said chambers being "in communication 'with the crank case, means actuated by the throttle control mechanism of the carburetors for controlling the communication between the separate auxiliary chambers and the crank case, said last named means being closed when the engine is not in operation and said means being adjustable, and the transmission of oil from said pressure means being by way of passages exposed to the cooling Waterof theengine.

8. A lubricating system for internal combust-ion engines comprising a feed passage arranged horizontally and longitudinally of the engine structure, means for placing said passage in communication with spaced working parts, said passage being exposed to the cooling water of the engine, means for transmitting lubricating oil under pressure from the crank case to said passage, a chamber interposed bet-ween said means and said passage wherein the oil may settle, an auxiliary lubricating oil storage chamber in communication with the crank case, means for con-- trolling the communication between said storage and said crank case, and means for providing a direct supply of oil from said auxiliary storage to the oil transmitted from the crank case to the feed passage.

9. A lubricating system for sleeve valve internal combustion engines employing a main crank shaft and sleeve valve actuating crank shafts, two oil feed passages arranged horizontally and longitudinally of and within the engine structure, one-of said passages being in juxtaposition to the bearings of the main crank shaft and the other adjacent the bearings of the second named crank shafts, means for transmitting lubricating oil from the crank case to both ofsaid-passages under pressure, means for placing the separate passages in direct communication with the bearings of said crank shafts, and said passages being exposed to the cooling water of the engine.

I 10. A internal combustion engines employing a main crank shaft and sleeve valve actuating crank shafts, two oil feed passages arranged horizontally and longitudinally of and within the engine structure, one of said passages being in juxtaposition to the bearings of the main crank shaft and the other adjacent the bearings of the second named crank shafts, means for transmitting lubricating oil from the crankcase to both of said passages under pressure, means for placing the separate passages in direct communication with the bearings of said crank shafts, said passages being exposed to the cooling water of the engine, and an auxiliary supply of fresh lubricating oil to the crank case of the engine.

11. A lubricating system for internal com bustion engines comprising means for transmitting oil from a crankcase to the working parts of the engine under pressure, means for supplying fresh oil to the oil in the crank case-and for maintaining the oil at a predetermined level in the crank case, said last named means including means for introducing oil directly into the first named means.

12. A lubricating system for internal combustion engines comprising means for transmitting oil under pressure from the crank case of the engine to the working parts, a settling and feed chamber integral and within the crank case portion of the cylinder structure and into'which-the oil is first passed from said crank case-prior to its transmission to the working parts through a discharge port at the upper endof said'chamber, and a passage opening into the upper end por-' tion ofsaid chamber and in communication with the crank case through said first named means whereby oil may be retained in said chamber below the open end of said passage" when the engine operation ceases.

18. A lubricating 1 system for internal combustion engines comprising means for transmitting 011 under pressure from the crank case of the engine to the working parts,

named means whereby oil'may be retained in I said chamber below the open end of said pas sage when the engine operation ceases, and a plurality of passages directed to the several Working parts of the engine in communication with the discharge port of said chamber.

14. An internal combustion engine, the cylinder structure of which is provided with lubricating passages formed in andgas unit parts of the cylinder structure, means extending said passages to the working parts of the engine, said passages being exposed .to the cooling water of the engine, a' lubricating Oll settling and feed chamber formed in the cylinder structure and exposed to the cooling water and with which said passages communicate at the upper end oi sald chamber, and means involving a passage openmg into the upper end portion of said chamber water and with which said passages com-' municate at the upper end of said chamber, means involving a passage opening into the upper end portion of said chamber through which oil is passed for admission into said chamber for retaining oil in said chamber when the engine ceases operation, an auxiliary lubricating oil storage in communication with the crank case, and a valve for controlling and regulating the feed of oil from said auxiliary storage to the crank case, the communication between said auxiliary storage being closed when the engine is not in 1 operation.

16. An internal combustion engine, the cylinder structure of which is provided with lubricating passages formed in and as unit parts of the cylinder structure, means extending said passages to the working parts of the,

engine, said passages being exposed to the cooling water of the engine, a lubricating oil settling and feed chamber formed in the cylinder structure and exposed to the cooling water and with which said passages communicate at the upper end of said chamber, means involving a passage opening into the upper end portion of said chamber through which oil is passed for admission into said chamber for retaining oil in said chamber when the engine ceases operation, an auxiliary lubricating oil storage in communication with the crank case, and a valve for controlling and regulating the feed of oil from said auxiliary storage to the crank case, the communication between said auxiliary storparts or the cylinder structure, means extending said passages to the working parts of the engine, said passages being exposed to the cooling water of the engine, a lubricating oil settling and feed chamber formed in the cylinder structure and exposed to the cooling water and with which said passages communicate at the upper end of said chamber,

-n1eans involving a passage opening into the upper end portion of said chamber through which oil is passed for admission into said chamber for retaining oil in said chamber when the engine ceases operation, an auxiliary lubricating oil storage in communication withthe crank case, and a valve for controlling and regulating the feed of oil from said auxiliary storage to the crank case, the communication between said auxiliary storage being closed when the engine is not in operation, means for directing oil from the auxiliary storage into the oil transmitted directly to the working parts from the oil in the crank case, and a strainer arranged horizontally within the crank case and covering the major portion of the area thereof.

18. An internal combustion engine,the cyl- I inder structure of which is provided with lubricating passages formed in and as unit parts of the cylinder structure, means extending said passages to the working parts of the engine, said passages being exposed to the cooling water of the engine, a lubricating oil settling and feed chamber formed in the cylinder structure and exposed to the cooling water and with which said passages communicate at the upper end of said chamber, means involving a passage opening into the upper end portlon of said chamber through which oil is passed for admission into said chamber for retaining oil in said chamber when the engine ceases operation, an auxiliary lubricating oil storage in communication with the crank case and a valve for controlling and regulating the feed of oil from said auxiliary storage to the crank case, the communication between said auxiliary storage being closed when the engine is not in operation, means for directing oil from the auxiliary storage into'the oil transmitted directly to the workingparts from the oil in the crank case, a strainer arranged horizontally within the crank case and covering the major portion of the area thereof, and another strainer within thecrank case below the first named strainer and through which oil directed to the working parts is passed.

19. A lubricating system for internalcommitting lubricating oil from the crank case crank case. r of the engine to the Working parts under In testimony thatI claim the foregoing as 1% pressure, an auxiliary lubricating oil supply my invention I have signed my name this 5 for the crank case, and means actuated by 23rd day of Sept, 1925.

the fuel feed controlling means of the engine when in operation for supplying fresh lubriv FRANK E. LONAS.

hustion engines comprising means for transeating oil from said auxiliary supply to the 

